EN-590 DIESEL (Ultra Low Sulphur Diesel)
EN590
EN590 describes the
physical properties that all automotive diesel fuel must meet if it is to be sold in the European Union, Croatia, Iceland, Norway
and Switzerland.
The EN 590 had been introduced along with the European emission standards. With each of its revisions the EN
590 had been adapted to lower the sulphur content of diesel fuel – since 2007 this is called ultra low sulphur diesel as the former function of sulphur as a lubricant is absent (and needs to be replaced by additives).
The quality of European diesel fuels is specified by the EN 590 standard. While these specifications not are
mandatory, they are observed by all fuel suppliers in Europe.
Automobile diesel EN 590 is
intended for application in diesel engines. Diesel motor fuel quality meets the requirements of European Standard EN 590. For operation in the conditions of a temperate climate following marks of fuel diesel automobile EN 590 are offered:
Grade C – limiting filterability temperature -5 ° C; Grade D – limiting filterability temperature -10 ° C; Grade E – limiting filterability temperature
– 15 ° C; Grade F – limiting filterability temperature -20 ° C. The entire volume of produced diesel fuel quality meets the requirements for fuels for
vehicles of Euro 4 and Euro 5. Low sulfur content in diesel EN 590 reduces emissions of sulfur oxides into the atmosphere, which is especially
important for for inhabitants of big cities.
Ultra-low-sulfur
diesel (ULSD)
Ultra-low-sulfur
diesel (ULSD) is diesel fuel with substantially lowered sulfur content. As of 2006, almost all of the petroleum-based diesel fuel available in Europe and North America is of a ULSD type. There is not a single standard set of specifications and as the government mandated
standard becomes progressively more strict so does the definition.
The move to lower sulfur content is expected to allow the application of newer emissions control technologies that should substantially lower emissions of particulate matter from diesel engines. This change occurred first in the European Union and is now happening in North America. New emissions standards, dependent on the cleaner fuel, have been in effect for automobiles in the United States since model year 2007.
ULSD has a lower energy content due to the heavy processing required to remove large amounts of sulfur from oil, leading to lower fuel economy. Using it requires more costly oil. European Union In the European Union, the “Euro IV” standard has applied since 2005, which specifies a maximum of 50 ppm of sulfur in diesel fuel for most highway vehicles; ultra-low-sulfur diesel with a maximum of 10 ppm of sulfur
must “be available” from 2005 and was widely available as of 2008. A final target (to be confirmed by the European Commission) of 2009 for the final reduction of sulfur to 10 ppm, which will be considered the entry into force of the Euro V fuel standard. In 2009, diesel fuel for most non-highway applications is also expected to conform to the Euro V standard for fuel. Various exceptions exist for certain uses and applications, most of which are being phased out over a period of several years. In particular, the so-called EU accession countries (primarily in Eastern Europe), have been granted certain temporary exemptions to allow for transition. Certain EU countries may apply higher standards or require faster transition. For example, Germany implemented a tax incentive of per litre of “sulphur free" fuel (both gasoline and diesel) containing less than 10 ppm beginning in January 2003 and average sulphur content was estimated in 2006 to be 3-5 ppm. Similar measures have been enacted in most of the Nordic countries, Benelux, Ireland and the United Kingdom to encourage early adoption of
the 50ppm and 10 ppm fuel standards.
What is D2 and where is it used ?
D2 is a refinery abbreviation
for Gasoil. It is the second distillate from the crude oil, and can be used without reformers and additives. So, the first engines used D2 as fuel — before petrol cars as we know them today was invented. That is because the engine invented by a German called Diesel, requires no spark plugs. The diesel engine will ignite and combust when the pressure increases so that the heated “plug” makes it explode. Here we get the name “Diesel” — since the same principles are used in diesel engines today. However, automotive diesel that you fill has additives that the refinery will add to
make the engine more efficient and also easier to start in the winter. Diesel changes “flash point” in the winter. It also has additives to absorb water that condense. If you use summer diesel in the winter, you will get better mileage, but your fuel pipes may freeze and can also burst, and the wax makes the diesel flow thicker.
The principal difference between GASOIL and D2 is the content of sulphur. Just 10 years ago, the US EPA introduced a limit of 4% sulphur in the GASOIL, whereas Europe and the rest of the world followed later. As in most other cases, when you first have to remove the sulphur, it was soon discovered ways of doing this more efficient. Then it was discovered that the sulphur, as sulphuric acid, could be traded with a good profit — which now is the motivator for extracting as much as possible.
So “Low sulphur Gasoil” is no longer 4 percent — but below 0.2 percent. Then we have a new, “Ultra Low Sulphur” at 0.02% at the most, and the limit here is (a) that mass spectographs requires extensive calibration to measure below 1000ppm, and (b) sulphur has a way to form clogs — the molecules binds to free hydrogen molecules and form a cluster of molecules that will break if “cracked” by the refinery, but as explained above,
D2 is a distillate and has not been “cracked”.
ISO has a standard for D2 that most of oil companies use as their reference.
In the U.S. it is ANSI that has defined the US national standard for D2, according to proposals from the ASTM, API and EPA.
In Europe there are similar national variants, e.g. in Germany set by DIN, and in Russia by GOST.
The GOST variant for D2/Gasoil is GOST 305–82 and specifies now a sulphur content of 0.02 MAX which is according to the ISO standard. However, the ANSI standard will call this “Ultra Low Sulphur”, and retain 0.2% (2000ppm) as the “Low sulphur”. The reduction of sulphur in the Gasoil used for heating has contributed to less pollution in many cities.
Automotive diesel has national
variants — but the usual variants traded are EN590 and EN560 which are specified by ISO in Paris. These qualities may be sold in the U.S., and be compliant with EPA regulations in the U.S. Automotive diesel is now tested in planes with great success, where you get greater mileage per weight unit of fuel — as much as 40% increase. In these days, when no stone remains unturned to reduce emissions, one outcome may
be that planes will fly on Gasoil and not kerosene. The problem is condensate / ice particles and wax that may cause the jet engine (which is a turbine) to be completely destroyed. A preliminary solution is to heat the gasoil before injection, and pass it through an electrostatic filter.
Jet Fuel or Aviation Turbine Fuel or RON95
Additional Information
Jet fuel, Aviation Turbine Fuel (ATF), or Avtur is a type of fuel designed for use in aircraft powered by gas-turbine engines. It is clear to straw-colored in appearance. The most commonly used fuels for commercial aviation are Jet A and Jet A-1 which are produced to a standardized international specification. The only other jet fuel commonly used in civilian turbine-engine powered aviation is Jet B which is used for its enhanced cold-weather performance.
Aviation Fuel or Jet fuel is a mixture of a large number of different hydrocarbons. Kerosene-type jet fuel (including Jet A and Jet A-1) has a carbon number distribution between about 8 and 16 carbon numbers (carbon atoms per molecule); wide-cut or naphtha-type jet
fuel (including Jet B), between about 5 and 15 carbon numbers.
Aviation fuel or Jet Fuel is a specialized type of petroleum-based fuel used to power aircraft; it is generally of a higher quality than fuels used in less critical applications such as heating or road transport, and often contains additives to reduce the risk of icing or explosion due to high temperatures, amongst other properties.
AMERICAN CIVIL JET FUELS
The basic civil jet fuel specification used in the United States of America is ASTM Specification for Aviation Turbine Fuels D 1655, which defines the requirements for three grades of fuel:-
- Jet A, a kerosene type
fuel having a maximum freeze point of -40 degrees C - Jet A, a kerosene type
fuel having a maximum freeze point of -40 degrees C. - Jet A-1, a kerosene
type fuel, identical with Jet A but with a maximum freeze point of -47 degrees C. - Jet B, a wide-cut type
fuel.Jet A is used within the United States by domestic and international airlines. Jet B is rarely available nowadays except in parts of northern
Canada where its lower freeze point and higher volatility is an advantage for handling and cold starting.UK JET
FUELSAlthough developed basically as a military jet fuel, D. Eng RD 2494, issued by the Ministry of Defence, was adopted as the standard UK civil jet fuel. It is now renamed as DEF STAN 91-91 and defines the requirements for a kerosene type fuel (Jet A-1 grade) having a maximum freeze point of -47 degrees C.Jet A-1 according to the DEF STAN 91-91 specification is very similar to Jet A-1 defined by the ASTM D 1655 except for a small number of areas where DEF STAN 91-91 is
more stringent.
FORMER SOVIET UNION AND EAST EUROPEAN JET FUELS
Soviet kerosene type jet fuels are covered by a wide range of specification grades reflecting different crude sources and processing
treatments used. The grade designation is T-1 to T-8, TS-1 or RT. The grades are covered either by a State Standard (GOST) number, or a Technical Condition (TU) number. The limiting property values, detailed fuel composition and test methods differ quite considerably in some cases from the Western equivalents.
The principle grade available in Russia (and members of the CIS) is TS-1.
The main differences in characteristics are that Soviet fuels have a low
freeze point (equivalent to about -57 degrees C by Western test methods) but
also a low flash point (a minimum of 28 degrees C compared with 38 degrees C
for Western fuel). RT fuel (written as PT in Russian script) is the superior
grade (a hydrotreated product) but is not produced widely. TS-1 (regular grade)
is considered to be on a par with Western Jet A-1 and is approved by most
aircraft manufacturers.
Eastern European countries have their own national standards with their
own nomenclature. Many are very similar to the Russian standards but others
reflect the requirements of visiting international airlines and are similar to
Western Jet A-1 in properties and test methods.
CHINESE JET FUELS
Five types of jet fuel are covered by current Chinese specifications.
Previously, each grade was numbered with a prefix RP, they are now renamed No 1
Jet Fuel, No 2 Jet Fuel etc. RP-I and RP-2 are kerosenes which are similar to
Soviet TS-1. They both have low flash point (minimum 28 degrees C).
RP-1 freeze point is -60 degrees C and RP-2 is -50 degrees C. RP-3 is
basically as Western Jet A-1, produced as an export grade. RP-4 is a wide-cut
type fuel similar to Western Jet B and Soviet T-2. RP-5 is a high flash point
kerosene similar to that used in the West by naval aircraft operating on
aircraft carriers. Virtually all jet fuel produced in China is now RP-3
(renamed No 3 Jet Fuel).
INTERNATIONAL SPECIFICATIONS – AFQRJOS checklist
As jet fuel supply arrangements have become more complex, involving
co-mingling of product in joint storage facilities, a number of fuel suppliers
developed a document which became known as the Aviation Fuel Quality
Requirements for Jointly Operated Systems, or AFQRJOS, Check List. The Check
List represents the most stringent requirements of the DEF STAN and ASTM
specifications for JET A-1. By definition, any product meeting Check List
requirements will also meet either DEF STAN or ASTM specifications.
Fuel delivered to the Check List embodies the most stringent
requirements of the following specifications: –
(a) DEF STAN 91-91
(b) ASTM D1655 Kerosine Type Jet A-1,
The Check List is recognised by eight of the major aviation fuel
suppliers – Agip, BP, ChevronTexaco, ExxonMobil, Kuwait Petroleum, Shell,
Statoil and Total – as the basis of their international supply of virtually all
civil aviation fuels outside North America and former Soviet Union.
OTHER NATIONAL CIVIL JET FUEL SPECIFICATIONS
There are many individual national specifications. Typcially, these are
based on the US, UK or former Soviet specifications with minor differences.
There are increasing moves to harmonise the small differences between the ASTM
and DEF STAN specifications. This process of harmonisation is also in progress
with many national specifications.
Civil Jet Fuels
Aviation turbine fuels are used
for powering jet and turbo-prop engined aircraft and are not to be confused
with Avgas. Outside former communist areas, there are currently two main grades
of turbine fuel in use in civil commercial aviation : Jet A-1 and Jet A, both
are kerosene type fuels. There is another grade of jet fuel, Jet B which is a
wide cut kerosene (a blend of gasoline and kerosene) but it is rarely used
except in very cold climates.
Jet A-1 is a kerosene grade of fuel suitable for most turbine engined
aircraft. It is produced to a stringent internationally agreed standard, has a
flash point above 38°C (100°F) and a freeze point maximum of -47°C. It is
widely available outside the U.S.A. Jet A-1 meets the requirements of British
specification DEF STAN 91–91 (Jet A-1), (formerly DERD 2494 (AVTUR)), ASTM
specification D1655 (Jet A-1) and IATA Guidance Material (Kerosene Type), NATO
Code F-35.
Jet A is a similar kerosene type of fuel, produced to an ASTM
specification and normally only available in the U.S.A. It has the same flash
point as Jet A-1 but a higher freeze point maximum (-40°C). It is supplied
against the ASTM D1655 (Jet A) specification.
Jet B is a distillate covering the naphtha and kerosene fractions. It
can be used as an alternative to Jet A-1 but because it is more difficult to
handle (higher flammability), there is only significant demand in very cold
climates where its better cold weather performance is important. In Canada it
is supplied against the Canadian Specification CAN/CGSB 3.23.
Military Jet Fuels
Jet-4 is the military equivalent of Jet B with the addition of corrosion
inhibitor and anti-icing additives; it meets the requirements of the U.S.
Military Specification MIL-PRF-5624S Grade JP-4. JP-4 also meets the
requirements of the British Specification DEF STAN 91–88 AVTAG/FSII (formerly
DERD 2454),where FSII stands for Fuel Systems Icing Inhibitor. NATO Code F-40.
Jet-5 is a high flash point kerosene meeting the requirements of the
U.S. Military Specification MIL-PRF-5624S Grade JP-5. JP-5 also meets the
requirements of the British Specification DEF STAN 91–86 AVCAT/FSII (formerly
DERD 2452). NATO Code F-44.
Jet-8 is the military equivalent of Jet A-1 with the addition of
corrosion inhibitor and anti-icing additives; it meets the requirements of the
U.S. Military Specification MIL-T-83188D. JP-8 also meets the requirements of
the British Specification DEF STAN 91–87 AVTUR/FSII (formerly DERD 2453). NATO
Code F-34.
JP-9 is a gas turbine fuel for
missiles, specifically the Tomahawk containing the TH-dimer
TetraHydroDiMethylCycloPentadiene produced by catalytic hydrogenation of
methylpentadiene dimer.
JP-10 is a gas turbine fuel for missiles, specifically the ALCM. It contains a
mixture of (in decreasing order) endo-tetrahydrodicyclopentadiene,
exo-tetrahydrodicyclopentadiene, and adamantane. It is produced by catalytic
hydrogenation of dicyclopentadiene. It superseded JP-9 fuel, achieving a lower
low-temperature service limit of −65 °F (−54 °C).
JP54 is an abbreviation for “Jet Propulsion, A1, Colonial Grade 54″ During the refining process
only 15% of the crude oil is made up of JP54 the rest of the grade is used for
different types of plastic.
Developed by JP Morgan, Colonial
grade JP54 was replaced by AVGAS also known as AVGAS100LL, it’s the number one
low sulphur content kerosene used worldwide. It’s gasoline!
JP54 powers gas turbine aircraft
engines. Jet A and A-1 have specifications that can be used in fuel worldwide.
Jet B is used in cold weather elements. Commonly a number of different mixtures
make up jet fuel and this relates to flash points and how the carbon numbers
are distributed.
Actually most jet fuel exported
from Russia etc. is “JP54” or “Colonial JP54”. It is similar to “Jet A” except
the the Specific Energy is 18.4 mj/kg compared to that of 42.8 mj/kg of “Jet
A”.
Also there is a slight
difference in additives. The jet fuels come in a number of flavors. There is a
100+ page handbook needed to specify them all. However, all the jet fuels
relate to additives to A1, which allows the plane not to leave a white tail in
the sky showing where a plane has been.
Jet fuel is kerosene, and not a
distillate like Gasoil/ Diesel. In the refinery, it separates above gasolines
and paraffins.
So, no airline will ever
purchase “JP54”, there is no trading desk that will trade JP54 and you will
find no oil company that sells “JP54”. They will sell Aviation fuel A1 enhanced
to a variety of specifications, most usual, the Colonial Grade 54. There is no
ticker on the commodity exchanges for “JP54” to allow you to see the market
value of the product.
There is no special temperature
considerations to consider. Remember that at 40,000 feet it is -46 Centigrade
more or less regardless of where you are and the season. The only problem
related to temperature is when you fill in a wet, hot climate, the air you take
along in the same tanks contains a lot of water that condenses and forms
spiking ice crystals that will destroy the jet turbine. The airlines will fix
this with additives, usually fatty acids.
Military grade jet fuel is
produced by the refineries and delivered directly since they will require
special additives.
Jet fuels have a typical boiling
range of 150-270°C, (which is somewhere between the boiling ranges of the
gasoline and diesel we use in our road vehicles), and typically account for
around 10-15% of total refinery production (3000 tonnes per day for a medium to
large refinery!)
Methodology for Platts Jet Fuel
price index
Platts Jet Fuel Price Index is
calculated by Platts using that organization’s proprietary daily assessments
for Jet Fuel spot prices in the relevant regional centers. When a market is not
assessed on a particular day, for instance because of a market holiday,
the previous working day’s spot assessment is used.
Each of the individual Platts
assessments is given a weighting by Platts in the regional baskets,
based primarily on uplift data and trading volume; in a similar way, each
of the regional indices is given a weighting in the Global Composite Index (specified
in the column “Share in Composite Index").
These values are compared with
the average spot prices in 2000, similarly weighted by uplift during that
period, to generate a percentage figure reflecting the overall rise in markets
compared to the base period. As an example, an index value of 200 reflects
a doubling of price since the year 2000.
Please note that all aspects of
the Jet Fuel Price Index methodology and data, including the
underlying data, are the intellectual property of Platts, a division of
the McGraw-Hill Companies.
Crude Oil
Crude oil is generally categorized based on their properties
like Sulphur content, API, and Total Acid Number (TAN) number.
- Based
on Sulphur content, Sweet crude oil grades have sulphur content of up to
0.5 weight % (wt%) and sour crude oil grades have sulphur content above
0.5% wt%. - Based
on API gravity, crude oil grades are generally classified as Heavy (<28
API), Medium (28 to 40 API) and Light (>40 API). - Based
on Total Acid Number (TAN) number, crude oil grades of normal TAN have TAN
number of up to 0.5 mg KOH/g and High TAN crude oil grades have TAN number
above 0.5 mg KOH/g.
More than 150 different grades of crude oil are
available in the global crude oil markets.
However, grades exported by oil producers in large
quantities and regularly are approximately 50 grades.”
Crude Oil Solutions
“Crude oil imports are mainly done in two forms. One is term
contracts and the other is sport tenders. The term contracts are normally
finalised on a yearly basis and this is done with majorly national oil
companies. Whatever is the balance requirement which is not being covered in
the term contracts, that is covered by spot tenders. PB Maple can help you to
import crude oil from the USA, Canada, Russia, Australia, Brazil, Guyana,
Norway, Egypt, Gabon, Ghana, Congo, Equatorial Guinea, Libya, Nigeria, etc.